Hughes rotary internal combustion engine

ABSTRACT

A HIGH THERMAL EFFICIENCY ROTARY ENGINE HAVING A HOUSING ELLIPTICAL IN CROSS-SECTION, TO THE AXIS, WITH A DRUMLIKE ROTOR MOUNTED CONCENTRICALLY TO A SHAFT, THUS FORMING CHAMBERS. THIS ROTOR HAS A SERIES OF EXTENDABLE AND RETRACTABLE VANES IN OPENINGS MACHINED IN THE OUTER EDGE OF THE ROTOR. THE HOUSING AND ROTOR BEING CAPABLE OF ROTARY MOVEMENT IN RESPECT TO ONE ANOTHER, THUS THE VOLUME OF THE CHAMBERS BETWEEN THE INNER AND OUTER MEMBERS ARE VARIED DURING ROTATION BY THE EXTENSION AND RETRACTION OF THE VANES IN AN UNIQUE ORBIT WITH PROVISIONS MADE FOR INTAKE AND EXHAUST PORTS, WHICH REMAIN OPEN. AIR OR A COMBUSTIBLE MIXTURE IS SUPPLIED BY A CARBURATOR OR FUEL INJECTOR AND COMPRESSED TO THE DESIRED RATIO. THE IGNITION IS BY COMPRESSION OR BY AN ELECTRIC SPARK OR COMBUSTION FIRED, DEVELOPING A PROPELLING FORCE BY THE EXPANDING GASES ACTING UPON THE LEADING VANE, AFTERWARD EXHAUSTED IN THE FOLLOWING SEQUENCE: THE ROTORS, VANES AND SEALS ARE SHAPED APPROPRIATELY TO ROTATE IN THE ROTOR HOUSING.

United States Patent 1191 Hughes [451 June 11, 1974 V HUGHES ROTARY INTERNAL Primary ExdminerC. J. Husar COMBUSTION ENGINE Attorney, Agent, or Firm-L. S. Saulsbury [76] Inventor: Benjamin F. Hughes, Rt. 1, Box

120, Morris, Ala. 35116 ABSTRACT [22] Filed: 15 1971 A high thermal efficiency rotary engine having a housing elliptical in cross-section, to the axis, with a drum- PP N03 123,986 like rotor mounted concentrically to a shaft, thus forming chambers. This rotor has a series of extend- 52 us. or 123/8.09 418/259 418/259-264 able and retractabk vanes Openings machined 51 1111.01 F02b 53/10 the Outer edge of the The housing and [58] Field of Search 123/839 8.21 809- being Capable of rotary movement in rPact One another, thus the volume of the chambers between the inner and outer members are varied during rotation by [56] References Cited the extension and retraction of the vanes in an unique UNITED STATES PATENTS orbit with provisions made for intake and exhaust orts, which remain en. 821,734 /1906 Peterson et al 1. 418/264 p p 1,319,614 1919 Pierce. 123 839 or a combustble mlxtun? Supphed by a 1,722,057 7/1929 Mcconkey et aL 418/264 carburator or fuel in ector'and compressed to the 1,127,723 2 1915 Belloy 123/821 desired ratio- The ignition is y compresion or y an 2,162,055 6/1939 Bowers et all 418/264 electric spark or combustion fired, developing a 2,179,401 11/1939 Chkliar 418/264 propelling force by the expanding gases acting upon 2,302,254 11/1942 8 Rhine 413/264 the leading vane, afterward exhausted in the following 100124-82 9/1961 Osborn 8/264 sequence: the rotors, vanes and seals are shaped 8" appropriately to rotate in the rotor housing. rimm 3 Claims, 49 Drawing Figures 26 W [lg 13 /2 I v 7% 46 a 23 2/ x /r5 35 Q20 I 2/ 4 23 5 23 35 2/ ii? /7 V 4 24 6 @5/ I {8 i E PATENTEUJUN 1 1 19m SHEET 101'- 3 I 1 I HUGHES ROTARY INTERNAL COMBUSTION ENGINE This invention relates to an improved rotary internal combustion engine and more particularly concerns a engine having a high thermal efficiency, with a low pollution exhaust, by the reduction of fuel burned, and the ability toburn a variety of fuels.

Several inovations have been introduced generally, they have not been successful because of their design and their ability to obtain the desired power from the combustion. Some such engines'are typical described in US. Pat.;Nos. 980,506; 1,284,083; and 1,319,614.

The present improved rotary engine which embodies a multiplicity of feature such as the orbiting of the vanes in an elliptical path having an apo-axis and a periaxis during the rotation, thus the sequence of intake, compression, combustion and exhaust is more efficiently developed. I

These and other objects, advantages and features, will becomeimore apparent from the following detailed description taken together with the drawing, herein, the cruxes of the invention, is in the transfer trench or transfer piston or crux is the elliptical orbit of the vanes giving 330 of strokes per cycle of intake, compression, power and exhaust simultaneous.

Other. advantages, it uses fuel of several kinds, of different octane ratings. It supplies torque for about 9/ ls of the cycle or about 330 degrees, of the cycle. It gives better power to weight ratio than piston engines. It has fewer parts, should be cheaper to manufacture and suffers no scale effect to limit its size.

Multi-rotors assemblies are spaced radially and circumferentially around the shaft giving-better this balance, a two rotar 180, three rotor 120, four rotor 90, 6 rotor 45, eight rotor 22 9%", etc.)

By using the cam assembly to keep the vanes in the desired orbit with no rubbing and a very close clearance to the rotor housing during the rotation, the rotor seals have very little to do to have a good seal, and by having a roughen side and circumjacent area on the vanes and rotor, the seals might be eliminated, thus resulting in a very high RPM engine. This would work very good on the modifications, therein.

Objects, advantages and other features of the invention will become apparent from the following detailed description taken together with the drawings, wherein:

FIG. la shows an engine mounting bolt.

FIG. 1b is a sectional view along the axis showing a two rotor engineof this invention, the exhaust and intake ports are open.

FIG. 2 is an inside view of the end housing plate, outlining the elliptical grooves for cam rollers and the elliptical rotor housing grooves, the coolant housing grooves, also, the bolt holes for the assembly, (the housings are interchangable.)

FIGS. 3 and 4 show side view of the drumlike rotor, showing the vane openings and compression trough of different shapes between them, also holes for balance and lubrication and the shaft opening. 1

FIGS. 5a, 5b, 5c, 5d and 5e shows some different type vanes, seals and cam roller assemblies used in the different type rotors. I

FIGS. 6, 6a, 6b, 6c, 6d and 62 shows wedge seals, the wedge push side-ways and end-ways and'the centrifugal force upward during the rotation, also the compression transfer piston assembly is shown.

. FIG. 7 shows intake vane at the left on the bottom of picture starting a compression stroke, with the vacuum force drawing a new charge in. At the top left-compres sion is ending. At top center compression transfer pistonwith ignition in action. Vane at top right is beginning a power and exhaust stroke,.at lower right vane is completing power and exhaust stroke, at the center bottom transfer piston is ending exhaust stroke, at the bottom left a compression stroke ending. A cut-away at the top shows part of the end housing, fuel injector, and a glow or spark plug if used.

FIG. 8 shows at the left top, power vane is'near periaxis, at the bottom left, compression vane is near apoaxis, at the center, the transfer piston at halfway intake; at top right intakeand compression vane is extended; at right bottom, power and exhaust vane is retracted, and the fuel injector is shown at the top of theengine used when caburetor is omitted, for compression combustion.

FIGS. 9, 9a, 9b, 9c, 9d and 9e shows some different types ofdrumlike 'rotorswith a different circumjacent area to match the vanes and seals of the rotors as shown in FIG. 5, 4b vane for 45 rotors etc. The rotor housing hasto match the rotor circumjacent area and is in two pieces. The round piston vanes shown are for flat or.

semi-flat circumjacent area rotors.

FIG. 10 shows a two piece elliptical housing used with rotors when the circumjacent area is not flat. Shown is a half round circumjacent of therotor housing, the rotor and the vanes all match.

FIG. 11 shows flange and gasket to join the two piece housing together.

FIG. 12 shows a cut-away side view of the cam roller grooves, guide groove is deeper. I v

FIG. 13 shows end plate same as shown in FIG. 2, except groove for compression-transfer piston added. This groove has to be added to the division housing for the same reason when the transfer piston is used. Oil circulation ports have also been added at the top and the bottom of the grooves, oil is pumped in and out as desired. I i

13a shows an engine mounting bolt.

FIG. 14 shows the bottom of the elliptical housing exposing the exhaust and intake ports. Cooling fins atthe top, end housings and gaskets.

FIG. 15 shows end view of the elliptical coolant housing and the end view of the elliptical rotor housing. The

sideview of the side rotor seals and expansion springs. Note, this is also the side view of rotor and coolant housing and end gaskets, are the same view, dotted lines are the coolant intake and outlet ports;

- FIG. 16 shows top view of the rotor with the vanes and seals and transfer piston in place between the end housings. Note, vanes could be placed closer if transfer trench is used.

FIG. 17 shows a division housing and bearing used in multiple rotor engines. ellipitical cam roller and guide roller grooves are shown in FIG. 2 or FIG. 13.

FIGS. 17a and 17b show a shaft bearing.

FIG. 18 shows a two rotor power shaft, with key grooves and key, thrust bearings, power take-off and starter gear.

FIG. 18a shows the key for the shaft 1..

FIG. 19 is a cut-away showing vane piston with a top and side seal, bottom ring seals with the rotary side seals.

FIGS. 20a and 20b shows side and top view, respectively, of piston vane with top and side seal and bottom piston rings.

FIGS; 21a, 21b, 21c, 21d and 2le are side and top views of vanes.

FIGS. 22, and 22a shows compression piston assembly.

FIG. 23 shows an engine above modified into a turbocharger to be used if desired. Or a turbine as a power source to operate a generator or alternator.

FIG. 24 shows further modifications to make this engine a external combustion engine, or could be used as a pump;

Referring to FIG. 1, showing the engine assembly and the outer housings consisting of the rotor housing 12, end housing 15, and the division housing 16, also the coolant housing 12, coolant 46, coolant end gasket 14, rotor housing gasket 13, assembly bolt 26, the shaft No. 1. The key. 3, in keyway 2 secures rotor 4, thereon. With vanes 5, therein, consisting of seals 27 top and end with the side 62 and the roller shaft with arms 32 on which rollers 9, and 10, are attached. Attached to the vane by wrist pin 7, held by retaner ring 49, power and exhaust vanes are the same, and 6. Compression trench 35 is between the vanes with the rotor side seals 17 long, 17a short in a grooveon each side of the rotor. Orbit cam grooves-20, 21 and 23, with rollers therein, 24 is the groove for ellipitical housing, 26 is the coolant housing groove, 18 is the assembly bolt hole, 28 is intake port, 29 is the exhaust port, 31 fuel injector if used, 30 spark or glow plug if used.

Referring to FIG. 2 showing the end housing 15, rotor side seals 17 and 17a, assembly bolt holes 18, cam grooves 20, 21 and 23 theguide groove, 47 shaft opening, 24 elliptical housing groove and 25 coolant housing'groove, 58 is the outline of the rotor.

I Referring to FIG. 3 shows rotor 4, vane openings 33, compression trench 35, shaft opening 47, keyway 2, oil and balance openings 57 and side seal grooves 69.

Referring to FIG. 4 is the same as FIG. 3 except, balance holes 57, and the different circumjacent area 68, (see FIG. 9.) I

Referring to FIG. 5 vanes 5b,5c,5d and 5e are used in rotor described in FIGA above, 5f has the flat circumjacent area, or is for the drumlike rotor vane seals 27 to match the vanes with the tab seal 55 to hold them in place, seals may be divided if desired, vane has side seal 62, seal groove 66, tab hole 54, a corragated spring 52.

Referring to FIG. 6 shows vane S, with-wedge seals 27, groove to hold seals 38, end view of seal holder 37, springs 52, other parts described elswhere. Cam roller shafts have oil supply bores to supply oil to the vanes and vane seals.

Referring to FIG. 7 and FIG. 8 shows a transfer piston 8, used instead of compression trench, referring back to FIG. 7, vanes 5 and 6 are at the neutral position of the orbit at the ending of compression and exhaust and the beginning of power and intake one-half of the cycle where combustion is taking place. Compression piston 8 has the desired compression ratio and is described in FIG. 22, piston orbit groove 23 is shown in FIG. 13, FIG. 8 shows a movement of 90 of the rotor. Piston 8 is one-half way with in-take and compression, vane 5 is the compression vane at rest, are extended below the piston where power and exhoust are taking place, each change position each one-half cycle from the neutral position.

Referring to FIG. 9 different type rotors are shown here, 4b is shown in the housing 12b, 4g rotor is narrower. The elliptical housing will also be narrower so will vanes and seals but will use same side seals. This gives less power when desired, 4c would have more cooling area for cooling fins, and in multi-rotor, would give more room for bolt assembly, 4d could have a coolant ring around the center and cooling fins on the side area etc.

Referring to FIG. 10 shows a two piece rotor housing with two flanges on either half, 63 and flange gasket 64, bolts are 41, lock washers 42, nuts 43, and cotter pin 44.

Referring to FIG. 11 shows flange and gaskets.

Referring to FIG. 12 is a cut-away view of the end housing showing'carn grooves, when guide groove 23 is added to either groove 20 or 21. This end housing is interchan gable by placing guide groove 23 to the left of the rotor on one end and to the right on the other side. Grooves cross about the neuter-axis, thus, the grooves created the peri-axis and the apo-axis.

Referring to FIG-.13 ellipitical end housing about the same as FIG. 2, except groove 23 which is the compression transfer piston cam groove. Orbit rotor housing end gasket 13, and coolant housing end gasket 14 are shown in place. Oil circulating ports 72 are shown and shaft bearing vS3.

Referring to FIG. 14 is a cut-away showing the cooling fins 48, exhaust ports 29 and intake ports 28. The ends of the rotor housing are wider than the rotor 70, dotted lines are a partition.

Referring to FIG. 15 shows the end view of the rotor housing 59, and the coolant housing 60, dotted lines 61 are coolant ports,rotor side seals 17, corrugated spring 52.

Referring to FIG. 16 vane 4a between end housing 15 with the top of compression transfer piston 8, and compression vane 5, power vane 6 with a wide top and side seal 27. Narrow side and top seals can be used singular or multiple as desired, also may be divided if desired. Vanes 5 and 6 are interchangeable.

Referring to FIG. 17 inside housing used with multiple rotors, interchangeable with groove 23 on opposite end and on opposite sides. Shaft baring is 53, dotted lines indicate shaft and bearing opening 47.

Referring to FIG. 18 shaft assembly'parts used as desired are gear 45, gear grooves 70, thrust bearing 36, nuts 71, other parts are shaft 1, key groove 2, key3.

Referring to FIG. 19 shows a cylindervane 53 or 6g (vanes are interchangeable) in a cut-away of the rotor seal 27 across and down the sides, between rotor side seals 17 in the grooves cut in the side of the rotor for this purpose, piston ring, seals 56 are shown at the bottom on piston. 7

Referring to FIG. 20 further illustrations with rollers 9 and 10 and shaft 32.

Referring to FIG. 21 shows end and top views of vane seal grooves 66 and seal tab hole 54.

Referring to FIG. 2 shows compression transfer piston 8, roller shaft 32, the vertical length will give the desired compression ratio for the fuel intended to be used.

Referring to FIG. 23,modifications, realizing that in principle some kinds of pumps can be fitted with a carburator spark plug and be made to work as an engine, a piston pump would become a normal piston engine, a centrifugal pump would become a turbine and a vane type pump would become any type of rotary engine, also by modification the engine described above may become a turbo-charger or a turbine by using the exhausted burned gases of the above engine by the omission of fuel supplyand the transfer trench and adding intake and exhaust ports with connection conduit to connect engine exhaust port 29 to intake 28d on the turbo-charger and to connect out-put port 29d to intake port 28 on the engine. The turbo-charger is of the desired size, thus the above described engine, by converting, could become a turbine or generally called a external combustion engine by using exhaust gases, or other gases or steam etc.

Referring to FIG. 24 shows further modifications of this invention by modifing, as in the drawing shown in FIG. 22, omitting one each of vanes 5 and 6 and a new orbit groove is added 73, replacing orbit 62 and vanes 20, 21, 22 and 23, by taking the exhaust gases from the turbo-charger part 29 and using suitable conduit to connect exhaust port 29 of the turbo-charger to' ports 28b and 280, intake port of the now external combustion engine now a part of the internal combustion engine as a power source to operate a generator, or alternator for powering the supply for the said internal combustion engine. Exhaust ports 29b and 290 could also be connected. The above FIG. 22 and H623 conversions of the said engine with a power source from the said engine could be used as a pump for oil, fuel, and coolant 'for the said engine. Other modifications than those mentioned above are too numerous tomention. I do not wish to be limited in these matters. Such as: a one vane pump with an intake and a outlet port, and the aphelion would be opposite these ports, the cam assembly would be used.

What is claimed is:

l. A rotary combustion engine device comprising in combination: an elliptical housing having first and second elongated oppositely disposed inner sides facing each other, the housing inner walls defining an elliptical enclosure; rotatably mounted within said enclosure at a point located between opposite elliptical ends of the inner housing surface a substantially round disk of predetermined thickness, the circular periphery including rounded surfaces in a plane about parallel to an axis of said thickness with the disk rounded surfaces facing the elliptical enclosure-forming circumscribing inner cal-forming sides, there being ignition means for igniting combustible gas; a first retractable and extendable vane barrier means reciprocatably mounted in oneof said slots, and a second vane barrier means mounted in a second one of said slots, each of said barrier vane means respectively including a fixedly mounted sealing element reciprocatable as a part of the vane barrier means; first track means fixedly mounted on said housing elliptical inner surface circumscribingly of said circular disk rounded surface and attached to a first of said reciprocatable vane baffles for extending and maintaining in an extended state the attached vane baffle at predetermined positions of rotation of the disk and for retracting and maintaining in a retracted state the attached vane baffle at other predetermined points during the revolving of the disk; a second track means correspondingly fixedly mounted to said housing inner wall and attached to a second of said vane baffles respectively for predetermined extension and meintaining thereof, and retraction and maintaining thereof at respective predetermined points during each revolution of the-disk; within the elongated elliptical side about opposite from that in which the ignition means is mounted, consecutively spaced first exhaust conduit means communicating with said second compartment and a second fuel-injection conduit communicating with said first compartment; and said disk being revolvable in a direction such that said vanes each respectively pass adjacent to said ignition means, and thereafter pass through said second chamber, and thereafter pass past said exhaust conduit, and thereafter pass past said fuel-injection conduit, and thereafter pass past said first conduit; each of said track means being positioned such that a first-occuring vane baffle in the cycle of rotation is extended during that vane rotation through said second chamber and retracted during the firstoccuring vane baffles rotation through said first chamber, and such that the second-occuring vane baffle is retracted during the second-occuring vane baffle rotarypassage through said second chamber and extended.

during the second-occuring vane baffle rotary passage through said first chamber.

2. A rotary combustion engine device of claim 1, including a second pair of slots with extendable and retractable vane baffles one each mounted within each of said second paired slots and having therebetween a second indentation recess spaced between said second paired slots, said second pair of slots being in said disk rounded surface at a location about diagonally across said disk from the other paired slots.

3. A rotary combustion engine device of claim 1, in which fixedly mounted on each vane baffle is a seal scalable of fore and aft portions of a chamber enclosure from one-another when the respective vane baffle is in an extended state. 

